U.S. Department of Transportation

Federal Railroad Administration

November 2012

Tier 2: Springfield Rail Improvements Project

Volume II

prepared by:
Springfield Rail Improvements Project Volume II 

Tier 2 Evaluation:

Springfield Rail Improvements Project

Springfield, Illinois

Volume II

Prepared by:

November 2012

FINAL
SUMMARY

Summary
Springfield Rail Improvements Project S-1 Volume II

S.1 Tier 2 Evaluation: Springfield Rail Improvements 

Project (Volume II) Summary 

S.1.1 Springfield Background

Multiple alignment options are available for the High-Speed Rail corridor through 

Springfield. In addition, the existing and projected rail traffic on the three north-south 

corridors through Springfield causes vehicle traffic congestion, safety risks and other 

problems. These problems are primarily related to the multiple at-grade crossings in the 

three north-south corridors. The crossings block vehicle traffic, increase risk of crashes 

and require trains to blow horns. Concurrent with the Tier 1 analysis, the Tier 2 analysis 

through Springfield analyzed alternatives for enhancing UP rail line capacity and to 

accommodate and reduce the effects of the increasing high-speed passenger and freight 

train traffic on the on the three north-south rail corridors in Springfield. 

The north limit of the Springfield project is the south right-of-way line of Sangamon 

Avenue. The structure over Sangamon Avenue would not be affected by any of the 

Springfield alternatives and provides an easily recognized project limit for the public. 

The south project limit is the north right-of-way line of Stanford Avenue. The track 

arrangements and rail operations are the same for all alternatives at this point, and it 

provides an easily recognized project limit for the public. The Springfield Project 

includes an evaluation of vehicle congestion, public safety and other problems along all 

three of the north-south rail lines through Springfield. 

S.1.2 Springfield Purpose and Need

The purpose of the Springfield Rail Improvements Project is to enhance rail line capacity 

to accommodate and reduce the effects of the increasing high-speed passenger and 

freight train traffic on the three north-south rail corridors that pass through Springfield: 

the Union Pacific (UP), Norfolk Southern (NS), and Canadian National (CN)/Illinois & 

Midland (I&M) (Exhibit S.8-1). The purpose includes reducing rail line effects by 

improving safety, reducing congestion, and enhancing community livability and 

supporting commercial activity. 

Based on the need for the Springfield Rail Improvements Project, the following goals 

and objectives were established.

 Provide a route through Springfield that achieves the purpose of the Chicago to St. 

Louis High Speed Rail Program. 

 Enhance rail line capacity and provide for future capacity needs to accommodate 

growing passenger train traffic. 

 Improve safety and reduce congestion by reducing the number of at-grade street 

crossings in the study area with a focus on those streets with the highest traffic 

volumes. 
Springfield Rail Improvements Project S-2 Volume II

 Improve livability and commercial activity by reducing train horn noise throughout 

Springfield and reducing the barrier effect of the rail lines on neighborhoods, 

downtown and the Medical District. 

 Minimize rail operational issues, impacts to existing development, operations, 

maintenance, rehabilitation, and capital costs, and impacts to social and economic 

resources due to the recommended alternative.
Springfield Rail Improvements Project S-3 Volume II

Exhibit S.1-1. Existing Railroad Corridors
Springfield Rail Improvements Project S-4 Volume II

S.1.3 Springfield Alternatives Considered

Two alternatives, later refined to five sub-alternatives, were carried from the Tier 1 

screening to Tier 2 screening for additional analysis. 

Alternative 1 – Double track the existing 3rd Street corridor to accommodate UP freight & 

passenger (HSR) traffic. This alternative includes three sub-alternatives, each of which 

includes an alternative specific combination of grade separations and grade crossing 

closures.

 1A – Double track UP on 3rd – grade separation at passenger station.

 1B – Double track UP on 3

rd – some grade separations on UP corridor only.

 1C – Double track UP on 3

rd – some grade separations on all corridors.

Alternative 2 – Relocate UP freight and passenger (HSR) traffic to the 10th Street corridor. 

This alternative includes two sub-alternatives, each of which includes a specific 

combination of grade separations and grade crossing closures. 

 2A – Relocate UP to 10th – some grade separations on 10th and 19th.

 2B – Relocate UP to 10th – grade separation or closure of all crossings on 10th south 

of North Grand Avenue, some grade separations on 19th.

The alternatives were compared as to how well they achieve the project purpose and 

need, primarily related to safety, traffic delays, horn noise, costs and number of at-grade 

street crossings. They were also compared as to number of residential and commercial 

displacements (Tables S.8-1 to S.8-4). 

Based on this analysis, Alternatives 1A, 1B and 1C were determined to be not reasonable 

and Alternatives 2A and 2B were carried forward for more detailed analysis. 

S.1.4 Summary of Springfield Impacts

Table S.1-1. Environmental Impact Summary of Alternatives 2A and 2B 

Impact Category

Alternative No-Build 

Alternative 2A 2B

Right-of-Way Acquisition (Acres) 42.0 42.6 0

Displacements

 Residential 117 117 0

 Commercial 53 56 0

Access Changes 28 40 0

Farmland Conversion (Acres) 0 0 0
Springfield Rail Improvements Project S-5 Volume II

Impact Category

Alternative No-Build 

Alternative 2A 2B

Cultural Resources

 National Register Listed (or Eligible) Sites 0 1

(3) 0

 Known Archaeological Sites 0 0 0

Noise Receptors Affected

 Moderate Impact 9 9 5,978

 Severe Impact 9 9 1,789

Natural Resources

 Threatened/Endangered Species (Number of 

Species) 0 0 0

 Natural Areas (Number) 0 0 0

 Native Vegetation (Acres) 0 0 0

Affected Lakes and Streams 0 0 0

100-yr. Floodplains Crossings 0 0 0

Wetlands (Acres) 0 0 0

Parks (Number) 0 0 0

Special Waste Sites (Number within one block)

 CERCLIS(1) 2 2 0

 LUST(2) 20 20 0

Capital Cost (Million) $315 $338 $0

(1)Comprehensive Environmental Response, Compensation and Liability Information System. 

(2)Leaking Underground Storage Tank.

(3) Current access to the Great Western Railroad Depot will be relocated to the west along the same block. 

Therefore, there will be no permanent impact to this structure. 

Only those categories with impacts are discussed below. 

S.1.4.1 Land Use/Socioeconomic Impacts

The number of residential and commercial displacements is shown in Table S.1-1. These 

relocations area a result of about 42 acres of right-of-way required for the additional 

railroad tracks and grade separations. Springfield has sufficient comparable housing and 

commercial space available for these relocatees. Right-of-way purchases would be 

conducted in compliance with the Uniform Relocation Assistance and Real Property 

Acquisition Policies Act of 1970 (Uniform Relocation Act) (Title 42 United States Code 

Sections 4601-4655), as amended, and the U.S. Department of Transportation 

implementing regulations, which apply to all federal or federally assisted activities that 

involve the acquisition of real property or the displacement of residences or businesses. 
Springfield Rail Improvements Project S-6 Volume II

Also shown are the number of properties which would have their existing street access 

changed. Most of these access changes are because of grade separations and would 

reduce the number of access points to the property. 

Residential and business relocations will likely affect a small percentage of minority 

and/or low-income individuals; however the cumulative impacts are not anticipated to 

be disproportionate for the retained alternatives (2A or 2B).

S.1.4.2 Cultural Resources

The Great Western Railroad Depot at Monroe and 10th Street is a two-story, brick, 

Italianate-style structure. It was constructed in the 1850s that considered eligible for the 

National Register under Criteria A (commerce), B (in relation to Lincoln), and C. The 

property abuts the existing railroad R.O.W., but this presents no change from its historic 

setting. Vibration studies have assessed no structural impact to the property for the 

retained alternatives. However, Alternative 2B would provide an underpass along 

Monroe Street which would relocate the existing access to the Depot further to the west 

within the same block. Since Alternative 2A is the Preferred Alternative, the effects 

assessment on this property is “No Adverse Effect.” 

S.1.4.3 Noise

Noise impact assessments were made for each of the retained alternatives, and the 

number of moderate and severe noise impact locations was calculated using the Federal 

Transportation Administration (FTA) guidance manual is Transit Noise and Vibration 

Impact Assessment (FTA-VA-90-1003-06, May 2006). Moderate and severe noise impacts 

are based on absolute and relative decibel levels and are defined by the FTA.

S.1.4.4 Special Waste

Alternatives 2A and 2B both affect the same number of CERCLIS and LUST sites. 

However, these sites are not anticipated to present significant impairments to rail 

improvements associated with Alternatives 2A or 2B. 

S.1.4.5 Travel Benefits and Transportation Impacts

There are no differences among the Springfield alternatives regarding:

 Rail service alternatives

 Travel time

 Service levels/frequencies

 Ridership/revenue

S.1.5 Environmental Justice

Executive Order 12898 (EO 12898), Federal Actions to Address Environmental Justice in 

Minority Populations and Low-Income Populations (February 11, 1994), directs FRA to 

identify and address any disproportionate and adverse impacts on minority and/or lowincome populations that could result from the implementation of the Preferred 

Alternative proposed in Volume II of the Environmental Impact Statement. In addition, 
Springfield Rail Improvements Project S-7 Volume II

an Environmental Justice Analysis Technical Report was prepared pursuant to the U.S. 

Department of Transportation (DOT) Order 5610.2(a), Final DOT Environmental Justice 

Order, issued May 2, 2012. 

Environmental Justice communities are known to occur along the Preferred Alternative 

and Alternative 2B based on the most recent census data. 

Build Alternatives

Consolidating UP rail traffic onto the 10th Street Corridor would result in adverse 

disruption to communities of concern, in that unlimited access across the track would no 

longer exist in the study area and road closures would cut off access. Rail traffic has 

long existed on the 10th Street Corridor, and the proposed action, while accommodating 

the predicted increase in rail traffic, would remain on an existing rail alignment except 

for the section between Ridgely Avenue and Phillips Street. 

Improvements at remaining at-grade crossings and construction of new grade 

separations would offset adverse impacts from road closures along the 10th Street 

corridor by creating safer railroad crossings for vehicles and pedestrians with four 

quadrant gates that won’t allow crossing while trains are present. Grade separations will 

eliminate delays caused by train traffic, as well as safer crossings. 

Relocations likely would affect about 23 minority residences and five minority-owned 

businesses; comparable housing for the displaced residents is available within close 

proximity to the railroad corridor. Available space is also within close proximity for 

businesses which choose to relocate in the same vicinity. 

Minority displacements are about 20 percent of the total residential displacements, and 

minority-owned businesses likely to be displaced are about 10 percent of total business 

displacements. Included in the commercial designation for both the Preferred 

Alternative and Alternative 2B are three government or non-profit establishments: the 

Illinois Environmental Protection (EPA), the Salvation Army, and Planned Parenthood. 

Nearby property appears to be available for these facilities to relocate. The Salvation 

Army is moving to a new location at 100 N. 9th Street independently of this project.

Positive impacts to Springfield, the communities of concern and neighborhoods would 

result from the elimination of 32 at-grade crossings, improvements to remaining atgrade crossings, and the elimination of train horn blowing. Benefits from these actions 

center on increased safety, reduced delays and general noise reduction city-wide. New 

grade separations would increase safety not only for vehicular traffic but also 

pedestrians traveling across these railroad crossing locations. Safety would also increase 

for vehicular and pedestrian traffic from proposed improvements to at-grade crossings 

remaining along the 10th and 19th Street Corridors. The proposed at-grade crossing 

treatments would support elimination of blaring noise from train horns traveling 

through Springfield’s communities. 
Springfield Rail Improvements Project S-8 Volume II

The Preferred Alternative or Alternative 2B would allow for the creation of quiet zones 

throughout Springfield that would greatly enhance livability for all residents. Safety 

will also be enhanced for motorists, bicyclists and pedestrians by the construction of 

nine grade separations on the most highly traveled roadways. The remaining at-grade 

crossings would have four-quadrant railroad crossing gates so that access across the 

track is secured while trains are present. The construction of the nine grade separations 

and the abandonment of the 3rd Street tracks would greatly reduce delay times for 

traffic traveling east or west through Springfield. 

The relocation of the 3rd Street Corridor to the 10th Street Corridor under the Preferred 

Alternative or Alternative 2B would encourage potential opportunities for commercial 

expansion and development of businesses around the Medical District along 3rd Street. 

Other opportunities would also be possible along the abandoned 3rd Street Corridor, 

such as a city-wide pedestrian/bike path or parkway for additional green space. This 

enhancement to the community could provide the opportunity for businesses to cater to 

needs of additional visitors to the Downtown area and the Lincoln sites. 

In addition, a multimodal facility, consisting of a train station and transit hub for buses 

and taxi service, has been planned by Springfield for the 10th Street Corridor. This 

facility is intended to provide services and jobs to Springfield’s east side. This complex 

is proposed to be constructed on about four city blocks and may contain restaurants, 

shops, office space, a daycare facility, meeting rooms, and parking. This facility 

conforms to Springfield’s Downtown Redevelopment Plan and Springfield’s 2030 

Comprehensive Plan. 

Therefore, because the benefits to communities of concern in the project area were 

determined to outweigh the adverse effects to these communities, no disproportionately 

high and adverse human health and environmental effects to Environmental Justice 

populations are anticipated to result from implementation of the project.

S.1.6 Springfield Preferred Alternative

Alternative 2A is the Preferred Alternative for the following reasons:

 Alternative 2A would have lower capital cost than Alternative 2B.

 Alternative 2B would have lower delays and crash rates, but this results primarily 

from constructing new grade separations at Monroe and Washington Streets and 

closing Capitol Avenue and Enos Streets. The grade separations both have a 

benefit/cost ratio much less than 1.0. The grade separations and street closures 

create undesirable access and adverse travel issues. 

 Alternative 2B would require more right-of-way acquisition, and would result in 

more commercial displacements and more parcels with a change in access. 

 There are no other anticipated differences between the impacts for Alternatives 2A 

and 2B including environmental justice concerns, Section 4(f) properties, noise or 

vibrations impacts.
Springfield Rail Improvements Project S-9 Volume II

S.1.7 Summary of Mitigation

Table S.1-2. Mitigation 

Resource

Impacted Mitigation

Land Use

IDOT would implement the provisions of the State of Illinois 

Relocation Assistance Plan in accordance with the Uniform 

Relocation Act as mitigation action where ROW acquisitions and 

land use changes occur.

Social/Economic

Any adverse impacts of the proposed project would not be 

disproportionately borne by minority or low-income populations 

yielding no need for mitigation action.

Cultural

The Section 106 process would continue with Memoranda of 

Understanding for any adverse effects to National Register or 

National Register eligible sites pending SHPO’s review of this 

Draft Document. 

Natural Resources

Avoidance, minimization, and best management practices 

implementation would reduce adverse impacts. Section 7 of the 

Endangered Species Act consultation would be ongoing to protect 

threatened and endangered species in the project area.

Air 

Quality

IDOT’s Standard Specification on dust control would be 

implemented during construction to limit dust emissions during 

construction. 

Noise and 

Vibration

Quiet zones would be enacted throughout the City on all rail 

corridors traversing the town. 

Water 

Quality/Resources

Best Management Practices would be utilized to protect water 

quality. Almost all runoff from construction would be diverted 

directly into the City’s combined sewer system during and after 

construction and treated by the Springfield Metro Sanitary District. 

Visual and 

Aesthetic Quality

Views of trains and new rail lines would be considered a minor 

adverse visual impact. IDOT would determine potential ways to 

help reduce minor impacts, such as planting vegetation screens or 

providing aesthetically pleasing features as part of the design. 

Special Waste Special waste sites purchased for additional right-of-way would be 

remediated prior to construction of the proposed action.